Longitudinal guide rail for a motor vehicle seat

ABSTRACT

A longitudinal guide rail for a motor vehicle seat. The rail includes two elongated guide rails that engage with one another and are displaceable in relation to one another in the longitudinal direction of the rails, a retaining bracket for a seatbelt buckle, which is fastened to one of the two guide rails, a slot that is provided in one of the guide rails, through which a fixing section of the retaining bracket is guided into a space enclosed by the two guide rails and a fixing point, at which the fixing section of the retaining bracket is connected to one of the guide rails. The fixing section when viewed from the longitudinal direction of the rails, extends beyond the slot and the fixing point, also viewed from the longitudinal direction of the rails, is located at a distance from the slot.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a National Phase Patent Application of InternationalApplication Number PCT/DE303/01224, filed on Apr. 8, 2003, which claimspriority of German Patent Application Number 102 20 951.0, filed on Apr.30, 2002; and German Patent Application Number 102 50 212.9, filed 24Oct. 2002.

The invention relates to a longitudinal guide rail for a motor vehicleseat.

BACKGROUND

When fixing a seat belt buckle on a longitudinal guide rail for a motorvehicle seat there is the problem that in the event of a crash verylarge forces can act on the buckle when a vehicle occupant is restrainedby a seat belt connected to this buckle. These forces have—in relationto a longitudinal guide rail for a vehicle seat installed in thevehicle—a component directed vertically upwards (perpendicular to thelongitudinal guide rail) and a component directed inwards (perpendicularto the longitudinal guide rail and to the vertical), corresponding tothe traction forces which act on the seat belt connected to the beltbuckle as the belt restrains the occupant seated on the correspondingvehicle seat. Such forces can in particularly with serious accidentslead to the retaining bracket through which the belt buckle is fixed tothe guide rail of the longitudinal guide becoming detached from thecorresponding rail if the fixing points do not withstand the forceswhich arise.

SUMMARY

The object of the invention is to improve a longitudinal guide rail ofthe kind already mentioned so that the risk of the retaining bracket ofthe buckle becoming detached from the one guide rail of the longitudinalguide as a result of a crash is minimized.

A longitudinal guide rail of, this kind comprises two elongated guiderails which engage in each other and of which one is displaceable alongthe other in the longitudinal direction of the guide serving to adjustthe longitudinal position of the motor vehicle seat; a retaining bracketfor a seat buckle which is fixed on the one displaceable guide rail; aslot provided in the one guide rail through which a fixing section ofthe retaining bracket is guided into a space enclosed by the two guiderails; a fixing point at which the fixing section of the retainingbracket is connected to the one guide rail; as well as a forceengagement point on the retaining section of the retaining bracket wherethe belt forces of a seat belt buckle fixed on the retaining bracket canengage (with a force component perpendicular to the longitudinaldirection of the rail).

According to this the fixing section of the retaining bracket seen inthe longitudinal direction of the rail extends over the slot in the oneguide rail and the fixing point at which the fixing section of theretaining bracket is connected to the guide rail is spaced from theslot, viewed in the longitudinal direction of the rail.

This solution according to the invention has the advantage that the beltforces which arise in the event of crash are introduced through the beltbuckle, the retaining bracket and its fixing section into a section ofthe one guide rail of the longitudinal guide which is spaced from theslot. The strain on the guide rail in the immediate vicinity of the slotis thereby reduced and the risk of the guide rail splitting in theregion of the slot is minimized.

The main idea of the invention is thus that the introduction of theforce from the retaining bracket into the associated guide rail ismodified so that the strain in the region where the retaining bracketengages in the slot of the guide rail is clearly reduced so as toprevent the guide rail from splitting in the region of the slot.

In relation to the position of the longitudinal guide rail installed ina motor vehicle where the two guide rails have a front and rear end,seen in the drive direction (forward direction), the fixing point isspaced from the slot preferably towards the rear end of the one guiderail. It is hereby reached that the fixing point in the event of a crashis not loaded with compression forces but only with traction forces. Aregion of the fixing section extends in the longitudinal direction ofthe rail up to that fixing point spaced from the slot.

Furthermore an additional anti-rotation lock can be provided which is toprevent the fixing section and thus the retaining bracket as a wholefrom swiveling round the fixing point. For this the retaining angle caninteract with the one guide rail at at least one point spaced from thefixing point in the longitudinal direction of the rail.

According to one embodiment a stop of the retaining bracket on a counterstop of the one guide rail acts as the anti-rotation lock. According toanother embodiment apart from the actual fixing point there is anadditional fixing means for connecting the retaining bracket and the oneguide rail which can serve for example to produce a positive lockingconnection or a force-locking connection (screw or rivet connection).

The actual fixing point at which the fixing section of the retainingbracket is connected to the one guide rail can be formed for example byaligned fixing openings in the fixing section of the retaining bracketon the one side and in the one guide rail on the other side throughwhich fixing members, e.g. a screw with an associated nut or rivet arepassed.

The fixing point can furthermore serve to fix a further structuralassembly e.g. a bearing block for a seat height adjuster on the oneguide rail.

In order to prevent the slot from splitting under the effect of largecrash forces the slot can have a free cut section at one end side.

The two guide rails of the longitudinal seat guide rail are each formedwith a substantially U-shaped cross-section and have on their side armsguide and hooked regions through which the two guide rails engage ineach other for longitudinal adjustment. A hollow space is herebyenclosed between the two guide rails. The fixing section of theretaining bracket is passed through the slot in the one guide rail intothis hollow space. The slot is thereby preferably located in thetransition region between the cross web and the one side arm of thecorresponding U-shaped guide rail.

According to another aspect of the invention, a support element is fixedon the one guide rail so that the retaining bracket engages with thesupport element when this retaining section is moved in the direction ofthe belt force.

The solution according to the invention makes use of the fact thatparticularly large belt forces which arise in the event of a crash andwhich could lead to the slot splitting in the one guide rail also causeat the same time a deformation, more particularly bending of theretaining bracket so that the retaining section provided with the forceengagement point (fixing point) for the belt buckle is moved in thedirection of the belt forces which engage on the force engagement point.This movement of individual regions of the retaining bracket which iscaused by the deformation is utilised to bring same into engagement witha support element fixed on the one guide rail. The support element thentakes up the forces which act on the retaining bracket at least in partand thus prevent these forces from being introduced through theretaining bracket predominantly into the marginal region of the slotthrough which the fixing section of the retaining bracket engages andwhich could hereby split or cause the fixing section of the beltretaining bracket to split.

The support element can hereby be simply formed by a structural assemblywhich is fixed in any case for a different purpose on the onelongitudinally displaceable rail of the longitudinal guide rail, e.g.through a bearing block provided for supporting a vehicle seat on theone guide rail.

The retaining bracket is normally designed so that it has next to thefixing section through which it is fixed on the one guide rail aretaining section angled therefrom which extends (upwards) substantiallyvertical to the longitudinal direction of the rail and has a fixingpoint for a belt buckle which forms at the same time the forceengagement point for the belt forces.

The belt forces which occur in the event of a crash and which as a rulehave an upwardly directed first force component perpendicular to thelongitudinal direction of the rail as well as a second force componentdirected inwards perpendicular to the longitudinal direction of the railconsequently cause a type of swivel movement of the belt retainingbracket inwards (in relation to the state of the correspondinglongitudinal seat guide installed in a vehicle) whereby the swivelmovement is made possible by the belt retaining bracket bending, moreparticularly in the transition region between the retaining section andthe fixing section.

The support element which is mounted on one surface of the one guiderail preferably projects in the direction of the retaining section ofthe retaining bracket over the side edge of the corresponding surface sothat the retaining bracket in the event of a deformation caused by acrash can move into engagement with the laterally protruding region ofthe support element. A rounded region of the support element therebypreferably serves as a contact bearing for the retaining bracket. Thishereby prevents the retaining section of the retaining bracket frommoving into engagement with a sharp-edged region of the support elementwhich could increase the risk of the retaining bracket splitting in itsretaining section.

The rail of the longitudinal guide rail which houses the retainingbracket is preferably the top rail from which the retaining bracketprojects upwards by its retaining section.

In order to fix the support element on the one guide rail in a furtheradvantageous embodiment there is at least one welded seam (produced bylaser welding) which extends at least along that longitudinal side ofthe support element which faces the retaining section of the retainingbracket. A special stability is hereby produced in respect of the forceswhich during deformation of the retaining bracket are exerted on theside of the support element facing the retaining bracket.

In order to fix the retaining bracket on the one guide rail through itsfixing section there is at least one fixing element which engagesthrough the fixing section of the retaining bracket, the guide rail aswell as the support element. The fixing element is preferably a fixingscrew which is screwed into an internal thread of the support elementand whose head is mounted in the space enclosed by the guide rails. Thestructural space required for the fixing means for fixing the retainingbracket on the one guide rail is thereby minimized.

In a preferred development of the invention the retaining bracket isinserted by its fixing section into a slot in the form of a first freecut section of the one guide rail and projects by its end remote fromthe retaining section through a second free cut section of the guiderail which is mounted opposite the first free cut section perpendicularto the extension direction of the guide rail and which has in theextension direction of the guide rail a smaller extension than the firstfree cut section. The length of the second free cut section (extensionin the longitudinal direction of the rail) is thereby selected so thatthe front free end of the fixing section of the belt retaining bracketis taken up with substantially an exact fit by the second free cutsection. I.e. the extension of the second free cut section along thelongitudinal direction of the rail corresponds to the extension of thefree end of the fixing section housed therein in this direction.

This prevents the belt retaining bracket from turning which could leadto considerable strain on the first free cut section of the one guiderail.

Furthermore the fixing section of the belt retaining bracket has in theregion of its free end remote from the retaining section at least onestop with which it bears against the edge of the second free cut sectionof the one guide rail whereby the insert depth of the fixing section isfixed.

The arrangements described, where a retaining bracket is not simplyfixed on an outer surface of a guide rail of the longitudinal guide butis mounted through a slot in this guide rail by a fixing section in theinner space enclosed by the two rails of the longitudinal guide,prevents the retaining bracket from coming away from the guide rail. Forthe retaining bracket is indeed mounted in a hollow space enclosed bythe two guide rails of the longitudinal guide and is thereby securedagainst coming away from the longitudinal guide. By usingcorrespondingly stable materials or a corresponding wall thickness ofthe materials used it must hereby be ensured that even with very severecrash forces the guide rail of the longitudinal guide provided with theslot cannot split in the region of the slot or cause the retainingbracket to split. It is thus ensured that the fixing section of theretaining bracket of the buckle is housed securely between the two guiderails and cannot become detached from the associated guide rail.

BRIEF DESCRIPTION OF THE DRAWINGS

Further features and advantages of the invention will now be explainedwith reference to the embodiments of the invention illustrated in thedrawings. They show

FIG. 1 a a perspective view of a longitudinal guide rail with a seatbelt buckle fixed thereon through a retaining bracket;

FIG. 1 b a rear view of the longitudinal guide rail of FIG. 1 a in theregion of the retaining bracket of the buckle;

FIG. 1 c a view from below of the one rail of the longitudinal guiderail of FIG. 1 a in the region of the retaining bracket of the beltbuckle;

FIG. 2 a rear view according to FIG. 1 b, but without any retainingbracket;

FIG. 3 a perspective view of the seat belt buckle of FIG. 1 a with theassociated retaining bracket;

FIG. 4 a cross-section through a further longitudinal guide rail with aretaining bracket for a belt buckle mounted on a guide rail;

FIG. 5 a a perspective view of the retaining bracket of FIG. 4 with abelt buckle fixed thereon;

FIG. 5 b a perspective plan view of that guide rail of the longitudinalguide on which the retaining bracket is to be mounted with the beltbuckle;

FIG. 6 a perspective view from below of the one guide rail of thelongitudinal guide with the retaining bracket mounted thereon for a beltbuckle;

FIGS. 7 a/7 b two different perspective views of the one rail of thelongitudinal guide rail with the belt buckle mounted thereon and with abearing block mounted on the rail;

FIG. 8 a further perspective view of the arrangement of FIGS. 7 a and 7b together with the second rail of the longitudinal guide rail.

DETAILED DESCRIPTION

FIGS. 1 a to 3 show a longitudinal guide rail for a motor vehicle seatwhich consists of an upper rail 1 of substantially U-shapedcross-section and a lower rail 2 likewise of a substantially U-shapedcross-section. The two guide rails 1, 2 each have on their side arms 11,12 and 21, 22 guide and hooked regions along which the two guide rails1, 2 engage with each other for longitudinal displacement. The guiderails 1, 2 thereby form with their base regions 10 and 20 as well astheir side arms 11, 12 and 21, 22 an elongated hollow space which isenclosed by the guide rails 1, 2.

The one guide 1 serves as the upper rail (seat-side rail) to hold thelower seat base of the motor vehicle seat and is mounted longitudinallydisplaceable in the other guide rail 2 which is designed as the lowerrail and is to be mounted secured on the bodywork. Normally a guide rail1, 2 of the type illustrated in FIG. 1 a is mounted on each longitudinalside of the motor vehicle seat.

The connection between the seat base of the vehicle seat and the oneguide rail (seat-side rail) of the longitudinal guide rail 1, 2 is as arule through an articulated lever assembly by means of which the basecan be adjusted in height relative to the longitudinal guide rail 1, 2(setting the seat height). To connect a lever assembly of this kind tothe seat-side rail 1 of the longitudinal guide rail a bearing block 5 isprovided in accordance with FIG. 1 a which rests by a base surface 50 onthe seat-side rail and is fixed thereon and which has a bearing section55 protruding at an angle, more particularly substantially at a rightangle, from the base surface 50 with a bearing bore 56 for an adjustmentlever.

In relation to the drive direction or forward direction V of thelongitudinal guide rail 1, 2 extending in the longitudinal direction xof the vehicle the bearing block 5 is mounted in the region of the rearend of the guide rail 1 on the seat side. A retaining bracket 3 isfurthermore fixed there which supports a buckle 4 of a seat beltassembly. The fixing of the retaining bracket 3 on the seat-side rail 1of the longitudinal guide rail 1, 2 will now be described in more detailwith reference to FIGS. 1 a to 3.

The retaining bracket 3 has a fixing section 30 for fixing the retainingbracket 3 on the seat-side rail 1 and a retaining section 35 whichprotrudes at an angle therefrom, more particularly at a right angletherefrom and has a fixing opening 36 for the belt buckle 4. Very largeforces F can act on this in the event of a crash when a vehicle occupantis restrained by the corresponding seat belt. These forces are directedinclined from the front upwards at an angle to the longitudinal axis xof the vehicle and are introduced from the belt buckle 4 through theretaining bracket 3 into the seat-side rail 1 of the longitudinal guiderail 1, 2. It is therefore important to fix the retaining bracket 3 onthe seat-side rail 1 so that it cannot become detached therefrom evenunder the action of very large forces.

To this end the fixing section 30 of the retaining bracket 3 is herepassed through a slot 15 which extends in the region of the rear end ofthe seat-side rail 1 in the longitudinal direction x of the vehicle,namely in the transition region between the base surface 10 and the oneangled arm 12 of the seat-side rail 1. The fixing section 30 of theretaining bracket 3 thereby lies not simply on the seat-side rail, likethe bearing block 5, but is rather mounted in the hollow space formed bythe two guide rails 1, 2 beneath the base surface 10 of the seat-siderail 1. Through the belt forces F which act in the event of a crash thefixing section 30 of the retaining bracket 3 is forced from belowagainst the base surface 10 of the seat-side rail 1 so that the force isintroduced over a large surface area from the fixing section 30 of theretaining bracket 3 into the base surface 10 of the rail 1 on the seatside. Unlike those arrangements where the retaining bracket 3 rests byits fixing section 30 on the base surface 10 of the seat-side guide rail1 and the force is introduced into the seat-side rail 1 only through thecorresponding fixing means, here there is a clearly lower risk that theretaining bracket 3 comes away from the rail 1 on the seat side.

The risk of the retaining bracket 3 coming away from the rail 1 on theseat side would then only exist if the seat-side rail 1 splits as aresult of the forces introduced through the retaining bracket 3 in theregion of the slot 15 which serves to insert the fixing section 30 ofthe retaining bracket 3. In order to avoid this the fixing section 30 ofthe retaining bracket 3 has a projection 31 which extends in thelongitudinal direction x of the vehicle into a direction towards therear end B of the seat-side rail 1 (thus opposite the drive or forwarddirection V). At this projection 31 of the fixing section 3 there is afixing opening 32 through which the retaining bracket 31 is to be fixedagainst the rail 1 on the seat side for which the latter has acorresponding fixing opening 13 in the region of its rear end B.

The two fixing openings 13, 32 thus form a fixing point which serves tofix the retaining bracket 3 against the base surface 10 of the seat-siderail 1 through the projection 31 of its fixing section 30. The fixingopenings 13, 32 are associated here with a fixing means 6 in the form ofa fixing screw with associated nut. Alternatively other fixing meanscould also be used, such as for example a fastening rivet.

It can clearly be seen from FIGS. 1 a to 3 that the fixing point formedby the fixing openings 13, 32, seen in the longitudinal direction x ofthe vehicle (rail longitudinal direction ) is arranged spaced from theslot 15, namely in the direction opposite the drive or forward directionV. In other words, seen from the front end A of the rail 1 on theseat-side the fixing point 13, 32 is located behind the slot 15, andviewed from the rear end B of the seat-side rail 1 in front of the slot15.

Through the design described above of the fixing section 30 of theretaining bracket 3 and the arrangement of the fixing point 13, 32spaced from the slot 15 in the longitudinal direction x of the rail itis achieved that belt forces F arising in the event of a crash areintroduced not only into the region of the guide 1 on the seat side, inwhich the slot 15 extends in the longitudinal direction x of thevehicle, but also more particularly in a region behind the guide rail 1on the seat side which compared with the slot 15 lies closer to the rearend B of the guide rail 1. The risk of the slot 15 splitting under theaction of the belt forces F introduced into the rail 1 on the seat sideis considerably reduced.

According to FIG. 3 an inclined edge 34 (with taper 34′) extends on twoopposite side edges of the fixing section 30 running in the longitudinaldirection x of the vehicle and in particular of its projection 31 and inthe installed state of the retaining bracket is supported on each insideface of the seat-side rail 1, namely on that inner face which lies inthe transition region between the base surface 10 and the two angledarms 11, 12. The edge 34 of the fixing section 30 thus act as stopswhich are supported on corresponding inner counter stops of the rail 1on the seat side and which thereby counteract turning of the retainingbracket 3 under the action of the forces which arise in the event of acrash.

Alternatively or additionally a further fixing point could be providedthrough which the fixing section 30 of the retaining bracket 3 is fixedon the rail 1 on the seat side and which is spaced in the longitudinaldirection of the vehicle from the aforementioned first fixing point 13,32, see here the further fixing point 14 which is shown in FIG. 2 and isprovided next to the slot 15 in the base surface 10 of the guide rail 1on the seat side. This also prevents the retaining bracket 3 fromrotating about its first fixing point 13, 32.

It can furthermore be seen in FIG. 2 that the slot 15 has on an end sidea free cut section 17 in order to minimize the effects of notches and toprevent the guide rail 1 on the seat side from splitting in the regionof the slot 15.

Finally it can be seen from FIG. 1 a that the same fixing means, moreparticularly the fastening screw 6 mentioned above, which serve to fixthe retaining bracket 3 on the guide rail 1 on the seat side, can alsobe used at the same time to fix the bearing block 5 on the guide rail 1.FIG. 1 a furthermore shows a central fixing opening 52 of the bearingblock 5 which is not used for fixing but which aligns with theadditional fixing opening 14 shown in FIG. 2 in the guide rail 1 on theseat side and which can serve to form a fixing point for an additionalanti-rotational lock.

FIGS. 4 to 8 show a longitudinal guide rail for a motor vehicle seatwhich consists of a first guide rail 1 with a substantially U-shapedcross-section in the form of a top rail and a second guide rail 2 whichlikewise has a substantially U-shaped second guide rail 2 in the form ofa bottom rail.

The fixing of the retaining bracket 3 against the seat-side rail 1 ofthe longitudinal guide rail 1, 2 will now be described in more detailwith reference to FIGS. 4 to 8.

The retaining bracket 3 has a fixing section 30 for fixing the retainingbracket 3 against the rail 1 on the seat side and a retaining section 35which is angled therefrom, preferably at a right angle therefrom, with afixing opening 36 for a belt buckle 4. In the event of a crash verylarge forces F can act on this when the vehicle occupant is restrainedby the corresponding seat belt. These forces have—in relation to thestate of the longitudinal guide rail 1, 2 installed in the motorvehicle—a component F_(V) running upwards perpendicular to thelongitudinal direction x of the rail (vertical component) as well as acomponent F_(H) directed inwards perpendicular to the longitudinal guiderail (horizontal component), see in particular FIG. 4. Furthermore thereis also a component along the longitudinal direction x of the rail, seein particular FIG. 8. These forces are introduced from the belt buckle 4through the retaining bracket 3 into the seat-side rail 1 of thelongitudinal guide rail 1, 2. It is therefore important to arrange andfix the retaining bracket on the seat-side rail 1 so that it cannotbecome detached therefrom even under the effect of very large forces.For if the retaining bracket 3 comes away from the associated rail 1 onthe seat side then the seat belt would lose its function of restrainingthe corresponding vehicle occupant (restraint action).

In order to fix the retaining bracket 3 on the seat-side rail 1 thefixing section 30 of the retaining bracket 3 is passed through a slot 15which extends in the region of the rear end of the seat-side rail 1 witha defined length L in the longitudinal direction x of the vehicle,namely in the transition region from the base surface 10 extendingbetween two side edges 101, 102 to the one angled arm 12 of theseat-side rail 1. The fixing section 30 of the retaining bracket 3mounted in the hollow space enclosed by the two guide rails 1, 2 has afixing opening 32 which aligns with an associated fixing opening 13 ofthe seat-side rail 1 and an internally threaded passage 52 on the basesurface 50 of the bearing block 5. The two openings 32, 13 as well asthe passage 52 have a fixing screw 6 passing through whose shaft 60which has an external thread is screwed into the internal thread of thepassage 52 of the bearing block 5. The retaining bracket 3 and thebearing block 5 are connected at a fixing point to the base surface 10of the seat-side rail 1 whereby the fixing section 30 of the retainingbracket 3 is mounted on one side (the bottom side) and the base surface50 of the bearing block 5 on the other side (the top side) of the basesurface 10 of the seat-side rail 1. The head 61 of the fixing screw 6 islocated inside the hollow space enclosed by the guide rails 1, 2 so thatthe connection of the component parts is produced overall with theminimum space requirement.

In the end the fixing section 30 of the retaining bracket 3 does notsimply rest on the rail 1 on the seat side, like the bearing block 5,but is rather mounted in the hollow space formed by the two guide rails12 underneath the base surface 10 of the rail 1 on the seat side.Through the belt forces F which act in the event of a crash the fixingsection 30 of the retaining bracket 3 is then pressed from below againstthe base surface 10 of the rail 1 on the seat side so that the forcefrom the fixing section 30 of the retaining bracket can be introducedover a large surface area into the base surface 10 of the seat side rail1. As opposed to those arrangements where the retaining bracket 3 restsby its fixing section 30 on the base surface 10 of the seat-side guiderail 1 and the force is introduced into the seat-side rail 1 only overthe corresponding fixing means, through the arrangement of the fixingsection 30 of the retaining angle 3 in the hollow space enclosed by theguide rails 1, 2 there is a clearly lower risk that the retainingbracket 3 could come away from the seat-side guide rail 1.

The danger of the retaining bracket 3 tearing away from the seat-siderail 1 would only then exist if the seat-side rail as a result of theforces introduced through the retaining bracket 3 splits in the regionof the slot 15 serving to introduce the fixing section 30 of theretaining bracket 3 or if the fixing section 30 of the retaining bracket3 split by interacting with the edge of the slot 15 of the seat-siderail.

In order to prevent this on the one side the fixing section 30 of theretaining bracket 3 is guided with its front end 31 remote from theretaining section 35 into a further slot 16 of the seat-side rail 1.This further slot 16 lies transversely to the longitudinal direction xof the rail opposite the first slot 15 at the transition between thebase surface 10 of the seat-side rail 1 and the other side arm 11. Thefurther slot 16 has in the longitudinal direction x of the rail asmaller extension L (length) than the opposite first slot 15. The lengthL of the further slot 16 in the longitudinal direction x of the rail isselected so that it corresponds to the extension a of the front free endof the retaining section 30 in this direction. The front free end 31which is set back from the retaining section 30 by means of twoshoulders 33 thus sits substantially with a close fit (seen in thelongitudinal direction x of the rail) in the further slot 16. Thisprevents the fixing section 30 from turning in the first slot 15 as aresult of the forward directed components of the belt force F whichcould lead to the first slot 15 or the fixing section 30 of theretaining bracket 3 splitting. The stops 33 formed on the shoulders ofthe fixing section 30 of the retaining bracket 3 at the transition tothe free end 31 thereof thereby restrict the insert depth of the fixingsection 30 of the retaining bracket 3 in the two slots 15, 16 in thatthe shoulders 33 bear against the edge of the further slot 15.

Furthermore the bearing block 5 forms on a region projecting sidewaysbeyond an edge 102 (facing the retaining section 35 of the retainingbracket 3) of the base surface 10 of the seat side rail 1 a supportelement 5 a with which the retaining bracket 3 can engage in the eventof a deformation caused by crash forces. More precisely a roundedsection 50 a of the support element 5 a serves for this which extendshere next to the one side arm 12 of the seat-side rail 1 (on the side ofthe seat-side rail facing the retaining section 35 of the retainingbracket 3). If, as a result of a crash, belt forces F act on theretaining section 35 of the retaining bracket 3 having a verticalcomponent F_(V) and a horizontal component F_(H) then the retainingbracket 3 is hereby deformed so that it bends in the direction of thebelt forces F. This corresponds substantially to a pivotal movement ofthe retaining section 35 of the retaining bracket 3 through deformationof the transition region 38 between the retaining section 35 and thefixing section 30 of the retaining bracket 3 about an axis running alongthe longitudinal direction x of the rail. With this movement thetransition section 38 between the fixing section 30 and retainingsection 35 of the retaining bracket 3 moves into contact with therounded region 50 a of the support element 5 a which is provided on thebearing block 5. This hereby prevents the horizontal and verticalcomponents F_(H) and F_(V) of the belt force F leading to introductionof force from the retaining bracket 3 into the seat-side rail 1 throughthe fixing section 30 and the edge of the associated slot 15 of theseat-side rail 1.

For this could result in the slot 15 or the fixing section 30 splitting.As a result of the arrangement illustrated in FIGS. 4 to 8 thecorresponding forces are rather introduced to a considerable part fromthe retaining bracket 3, more particularly its transition section 38into the support element 5 a of the bearing block 5. From there they arethen diverted into the seat-side rail 1.

In order to prevent the bearing block 5 and thus the support element 5 afrom becoming detached from the seat-side rail 1 as a result ofparticularly strong crash forces, the bearing block 5 is additionallyconnected through welded seams S, S′ by means of laser welding to thebase surface 10 of the seat-side rail 1. The one welded seam S therebyextends in particular along the entire longitudinal side of the bearingblock 5 facing the retaining section 35 of the retaining bracket 3. Anadditional welded seam S′ is provided on the other longitudinal side ofthe bearing block 5.

As a result the first slot 15 is prevented from tearing throughinteraction with the fixing section 30 of the retaining bracket on theone hand—regarding the component of the belt forces F acting in thelongitudinal direction x of the rail—in that the fixing section 30 isfitted precisely with its front end 31 (seen in the longitudinaldirection x of the rail) in a further slot 16 of the seat-side rail 1.Regarding the force components F_(H), F_(V) of the belt force F directedperpendicular to the rail longitudinal direction x, splitting of theslot 15 or the fixing section 30 of the retaining bracket 3 interactingtherewith is prevented in that a section 38 of the retaining bracket 3engages under the action of the said force components (deforming) with arounded region 50 a of a support element 5 a which is fixed on theseat-side rail 1 and protrudes sideways beyond same so that the forcesare mainly introduced into this support element 5 a or the bearing block5 formed integral with the support element 5 a and from there pass intothe rail 1 on the seat side.

1. A longitudinal guide rail for a motor vehicle seat with two elongatedinter-engaging guide rails of which one is displaceable along the otherin a longitudinal direction of the rail, a retaining bracket for a seatbelt buckle which is fixed on the one displaceable guide rail, a slotprovided in the one guide rail that receives a fixing section of theretaining bracket, the fixing section located in a space enclosed by thetwo guide rails, at least one fixing point at which the fixing sectionof the retaining bracket is connected to the one guide rail, and a forceengagement point on a retaining section of the retaining bracket atwhich belt forces of a belt buckle fixable on the retaining bracketengage, wherein the fixing point is spaced from the slot, viewed in thelongitudinal direction of the rail and the fixing section viewed in thelongitudinal direction of the rail extends beyond the slot up to thefixing point.
 2. The longitudinal guide rail according to claim 1,wherein the one guide rail has in relation to a drive direction of amotor vehicle a front end and a rear end and that the fixing point isspaced from the slot in the direction of the rear end of the one guiderail.
 3. The longitudinal rail guide according to claims 1 or 2, whereina region of the fixing section extends in the longitudinal direction ofthe rail up to the fixing point.
 4. The longitudinal guide railaccording to claim 1, wherein the slot extends in the longitudinaldirection of the rail.
 5. The longitudinal guide rail according to claim1, wherein an anti-rotation lock is provided to prevent the retainingbracket from turning about the fixing point.
 6. The longitudinal guiderail according to claim 5, wherein the anti-rotation lock is formed bythe interaction between the retaining bracket and the one guide rail. 7.The longitudinal guide rail according to claim 6, wherein a point atwhich the retaining bracket and the guide rail interact is spaced fromthe fixing point in the longitudinal direction of the rail.
 8. Thelongitudinal guide rail according to claim 5, wherein a stop of theretaining bracket interacts with a counter stop of the one guide rail toprovide the anti-rotation lock.
 9. The longitudinal guide rail accordingto claim 5, wherein apart from the fixing point there is an additionalfixing means for connecting the retaining bracket to the one guide rail.10. The longitudinal guide rail according to claim 1, wherein the fixingpoint is formed by corresponding fixing openings in the retainingbracket and in the one guide rail and that a fixing member passesthrough the two fixing openings.
 11. The longitudinal guide railaccording to claim 1, wherein the fixing point serves to fix a furtherstructural assembly.
 12. The longitudinal guide rail according to claim1, wherein the slot has a free cut section in order to counteract theguide rail splitting starting from the slot when larger forces appear onthe retaining bracket.
 13. The longitudinal guide rail according toclaim 1, wherein the one guide rail is formed with a substantiallyU-shaped cross-section and that the slot extends in the region of thetransition between the base surface of the one rail and an arm of theone rail.
 14. A longitudinal guide rail for a motor vehicle seat withtwo elongated inter-engaging guide rails of which one is displaceablealong the other in a longitudinal direction of the rail, a retainingbracket for a belt buckle which is fixed on the one displaceable guiderail, a slot provided in the one guide rail that receives a fixingsection of the retaining bracket, the fixing section located in a spaceenclosed by the two guide rails, at least one fixing point on which thefixing section of the retaining bracket is connected to the one guiderail, and a force engagement point on a retaining section of theretaining bracket at which belt forces of a belt buckle fixable on theretaining bracket engage, with a force component perpendicular to thelongitudinal direction of the rail, wherein a support element is mountedon the one guide rail and is fixed so that the support element protrudesbeyond a side edge of a surface of the one guide rail in a direction ofthe retaining bracket and the retaining bracket engages with the supportelement when the retaining section is moved in a direction of the beltforces.
 15. The longitudinal guide rail according to claim 14, whereinthe retaining section is angled from the fixing section of the retainingbracket.
 16. The longitudinal guide rail according to claims 14 or 15,wherein the retaining section extends along a direction which runssubstantially perpendicular to the longitudinal direction of the rail.17. The longitudinal guide rail according to claim 14, wherein thesupport element is a constituent part of a bearing element fixed on theone rail.
 18. The longitudinal guide rail according to claim 17, whereinthe bearing element is formed as a bearing block for a seat base. 19.The longitudinal guide rail according to claim 14, wherein the beltforces have a first component and a second force component which runperpendicular to each other and which each run perpendicular to thelongitudinal direction of the rail.
 20. The longitudinal guide railaccording to claim 14, wherein the retaining section as a result of thebelt forces executes a swivel movement.
 21. The longitudinal guide railaccording to claim 20, wherein the swivel movement is produced throughthe retaining bracket bending under the action of the belt forces. 22.The longitudinal guide rail according to claim 14, wherein the supportelement is mounted on the surface of the one guide rail beyond the sideedge of which it protrudes.
 23. The longitudinal guide rail according toclaim 14, wherein the support element projects in the direction of theretaining section of the retaining bracket beyond the side edge of thesurface of the one guide rail.
 24. The longitudinal guide rail accordingto claims 14 or 23, wherein the protruding region of the support elementhas a rounded region which the retaining bracket contacts when itengages with the support element.
 25. The longitudinal guide railaccording to claim 14, wherein the one guide rail—in relation to theposition of the longitudinal guide rail installed in the motorvehicle—forms a top rail.
 26. The longitudinal guide rail according toclaim 14, wherein the retaining bracket protrudes upwards from thelongitudinal guide rail—in relation to the position of the longitudinalguide rail installed in a motor vehicle.
 27. The longitudinal guide railaccording to claim 14, wherein the belt forces—in relation to theposition of the longitudinal guide rail installed in the motorvehicle—have a component upwards as well as a component perpendicular tothe vertical and perpendicular to the longitudinal direction of therail.
 28. (canceled)
 29. The longitudinal guide rail according to claim14, wherein the support element is fixed on the one guide rail by meansof a welded connection.
 30. The longitudinal guide rail according toclaim 14, wherein the fixing section of the retaining bracket is fixedon the one guide rail by means of at least one fixing element whichengages in the one guide rail and the support element.
 31. Thelongitudinal guide rail according to claim 30, wherein the fixingelement is formed by a screw.
 32. The longitudinal guide rail accordingto claim 31, wherein the screw is screwed by its threaded shaft into afixing opening of the support element which has an internal thread. 33.The longitudinal guide rail according to claims 31 or 32, wherein thehead of the screw projects into the space enclosed by the guide rails.34. The longitudinal guide rail according to claim 14, wherein means areprovided which counteract turning of the fixing section of the retainingbracket.
 35. The longitudinal rail according to claim 14, wherein thefixing section of the retaining bracket engages by an end section remotefrom the retaining section into a further slot of the guide rail. 36.The longitudinal guide rail according to claim 35, wherein the length ofthe further slot in the longitudinal direction of the rail correspondsto the extension of the end section of the fixing section of theretaining bracket in this direction.
 37. The longitudinal guide railaccording to claims 35 or 36, wherein the fixing section of theretaining bracket is supported on an edge of the further slot by atleast one stop perpendicular to the longitudinal direction of the rail.38. The longitudinal guide according to claim 14, wherein the retainingsection extends along a direction which runs substantially perpendicularto the longitudinal direction of the rail, wherein the support elementis fixed on the one guide rail along a longitudinal side facing theretaining section of the retaining bracket.
 39. The longitudinal guiderail according to claim 11, wherein the further structural assemblycomprises a bearing block for a seat height adjuster on the one guiderail.
 40. The longitudinal guide rail of claim 20, wherein the swivelmovement is about the longitudinal direction of the rail.
 41. Thelongitudinal guide rail of claim 14, wherein the means are provided tocounteract turning of the fixing section of the retaining bracket aboutan axis perpendicular to the longitudinal direction of the rail.